Airport Master Plan 2012 - City of Waterville

Program (AIP). Therefore, projects ineligible for AIP funding are still identified on the airport’s CIP but
assume non-federal funds in order for implementation. Funding sources, including the FAA Airport
Improvement Program, are described further within this chapter.
The National Environmental Policy Act (NEPA) of 1969 set a standard for federal agencies to follow in
order to make sound decisions that are based on an understanding of, and consideration for, the
environmental consequences of their actions. As mentioned, final implementation of the projects
identified on the Airport’s CIP are subject to appropriate environmental evaluation and final approval by
FAA, Maine DEP, and other regulations to demonstrate environmental stewardship.
In addition to having the proposed project reflected on an approved ALP and the proper environmental
process completed, projects are also subject to airspace review and approval by the FAA before they can
be fully implemented.
8.3 Capital Improvement Program
The Capital Improvement Program provides a schedule of development for the proposed projects
identified in this Master Plan. The schedule is based on a twenty year planning period and separated into
three phases:
Phase 1 (0 to 5 years)
Phase 2 (6 to 10 years)
Phase 3 (11 to 20 years).
In order to receive federal funding, the Airport must submit its Capital Improvement Plan to the FAA
New England Region Airports Division Office who ultimately determines which projects are likely
candidates for federal funding. Once a project is determined as a qualified candidate, it is added to the
FAA’s Airport Capital Improvement Program (ACIP).
The Phase 1 projects identified in the Master Plan constitute what is commonly referred to as the ACIP by
FAA and assists the FAA with identifying and prioritizing airport development needs within the first five
years of the planning period. The Phase 2 projects are those more appropriately identified for inclusion in
the FAA National Plan of Integrated Airport System (NPIAS). The 10-year outlook in the NPIAS report
to Congress develops national airport needs on a broader scale. Finally, the last phase of development is a
general range of projects for the 10 to 20-year period and is obviously much more speculative. Both the
Phase 2 and Phase 3 projects provide the Airport and FAA with an outlook of future needs, but as they
move into the near term horizon they need to be re-assessed as demand changes or funding sources are
better defined.
Order-of-magnitude engineering costs were developed for each of the Master Plan projects. The FAA will
fund eligible projects as defined under the Airport Improvement Program, subject to available funding
under AIP. Such projects are related to: airfield pavement, lighting, vegetation clearing, utilities, airport
roadways, and some types of airport vehicles. Unless the Airport has met all FAA design criteria and
safety standards, projects that are revenue producing are ineligible for FAA funding. These projects
generally include conventional and t-hangar development, and other facilities, run for profit.
Nevertheless, these projects are usually completed with either the Sponsor’s funding or from funds from a
private source such as a Fixed Base Operator (FBO), Aviation Services Operator, or local pilot’s
association.
It should be noted that the Airport’s Capital Improvement Program is based on the assumption that the
Airport’s activity will grow consistent with the forecasts derived in this Master Plan, and that the facilities
The City of Waterville Maine
Implementation and Financial Plan – Page 8-2
Airport Solutions Group, LLC & The Louis Berger Group, Inc. December 2011